in

Interview with Antonio Creus, Knight Pilot

[su_dropcap] H [/ su_dropcap] For a few years now, the magazine Classic Engine -connoisseur of the research work that was being carried out at that time on the renaissance of sports car racing in the 50s-, she asked me to write an article on the figure of Paco Godia (RIP), on the occasion of his then recent death.

The content of this article convinced those responsible for said magazine of the interest of conducting a series of interviews with relevant drivers of the 50s, which would allow us to rescue from oblivion this beautiful page of our History of the automobile based on the direct testimonies of their protagonists. Unfortunately, in the case of Don Paco, we did not arrive on time.

During the interviews, the drivers could transmit to us "first hand" the sensations they experienced at the wheel of the machines we now dream of, from a Dyna-Panhard to a Ferrari 750 Monza, passing through the Mercedes 300 SL or the Porsche 356 Carrera . Also, his experiences in national and international tests and the environment in which he developed
all this activity.

Cutline
Antonio Creus pilots a Z-102 berlineta in the 1954 Montjuïc Cup (Source: «Pegaso Bible»)

On the other hand, we were all sure that more than one fan of the classics could take advantage of such experiences since, ultimately, the forces that animated these precursors - hobby, amateurism and sportsmanship - were essentially the same that today drive our love of vintage cars in their sporting aspect.

Full of enthusiasm, for a few months I devoted almost all of my free time (already scarce at that time) to the task of interviewing a portable tape recorder "at the ready" with as many "gentlemen-pilots" as I could find. And I assure you that it was not a waste of time. Celso Fernández, Pablo Menzel and his charming wife, Gerardo de Andrés, Rodolfo Bay and Antonio Creus opened the doors of their houses and their memories to me between intrigued and surprised, confirming me with their stories and, above all, with the emotion that their stories reflected. faces as they "got into flour," that this singular experience must have been truly worth living.

The protagonist of the interview that I transcribe here is Don Antonio Creus Rubín de Celis (RIP), one of the pilots who knew how to extract the best game from our legendary Pegaso Sport and also one of the few Spanish pilots who launched himself into the international arena. Among the cars he drove are, in addition to the aforementioned Pegaso, Ferrari of the size of the 750 Monza or Testarossa, as well as the Maserati 250F of Formula 1.

Cutline
The Spanish pilot inspects the engine of his Pegaso during the III Gran
National Sport de Barajas Award of 1955 (Source: «Pegaso Bible»)

Creus was also and mainly a motorcycle champion of international stature, although this plot was only touched tangentially in the talks I had with him -Classic Engine A few years later, he dedicated two excellent articles to this aspect.

Antonio is no longer with us. Serve this article as a souvenir of your person.

- Interviewer: When does your love for cars go back?

[su_quote] - A. Creus: «My sports passion has always been for motorcycles. The car came into play as a new thrill that I looked for when I had already tried almost everything on two wheels. In this sense, my love for the car was intense and early, but not immediate, coinciding with my first sporting appearances. " [/ su_quote]

Cutline

- What were you looking for when you got behind the wheel of a car to compete? In other words, what sensations did you find in sporty driving?

[su_quote] «My main motivation to compete, both on motorcycles and in cars, was to experience that accumulation of intense sensations that are associated with speed. Racing on a motorcycle or in a car made me feel happy and satisfied, more than any other activity.

Now, while on motorcycles I always came out with the mentality of a winner and I was only happy when I achieved victory, in the car the pleasure that overcoming the difficulties that driving entailed was enough for me: I fought more with myself and with my machine than with the others and I was happy just to see my style progress or my control over the car.

I was extremely curious to know how each type of car behaved and to find out to what extent I was able to control it. Curiosity that waned along with my interest when I adapted to the experience (which has not happened to me with motorcycles). I think that's why, once I got into Formula 1, my interest in motorsports waned. " [/ su_quote]

Cutline
Creus with Freddie Russel, winner of Le Mans, in the 1.000 kilometers of the Nürburgring in 1957

- What are, for you, the causes that determined the rapid development of motorsport in Spain during the 50s?

[su_quote] «First of all, I think the appearance in Madrid and Barcelona was decisive, mainly, of groups of fans who met periodically in specific places. These centers were the ideal breeding ground for the birth and success of all the sports initiatives of that time. Our meeting point in Madrid was the RACE headquarters on Ruiz de Alarcón street.

The availability, for the first time in a long time, of suitable vehicles to compete was also of enormous importance, thanks to the manufacture of the Pegaso Z-102 and the import licenses that the Administration made available to the RACE and RACC for those who wished to practice. this sport (Interviewer's note: Accessing one of these licenses was the only way to get an imported sports car). » [/ su_quote]

Cutline
The Spanish races of the time, such as the Ascent to Galapagar of
1955, constituted a whole social event (Source: «Pegasus Bible»)

- Was automobile sport popular at that time?

[su_quote] «A lot. Note that after a time with absolutely nothing to do with motorsports, it was just as new for people to "see" as it was for us to race. The public flocked to witness any local test. The climbs to Galapagar, the Cuesta de las Perdices, the Dehesa de la Villa or the Montjuïc races were veritable buzzing with the public. It was very nice because, besides, everyone knew us. "
[/ su_quote]

- What atmosphere was breathed among the participants in the tests?

[su_quote] «We were all friends; certainly, our relationship was much more one of friendship than one of sporting rivalry. It was a very beautiful time in which we were all content to actively enjoy our hobby, doing what we knew or could. Since that time I have friends throughout Spain. " [/ su_quote]

SONY DSC

- If our data is correct, he owned three of the 86 Pegasus manufactured by ENASA. From this privileged position, tell us about your experiences and your opinion of these Spanish machines.

[su_quote] «The Pegaso Sports were extraordinary cars. Endowed with characteristics that are still leading-edge today, I dare to classify them as the best Sport cars of their time and, thanks to their enormous reliability, also as great circuit machines, although -because they were not designed for this purpose- their performance they were somewhat scarce in this area.

Sure enough, I was lucky enough to drive four of these gems. The first was a green berlineta bodied by the house that the factory put at my disposal while I finished the one I had requested and that I walked all over Europe pulling the motorcycle trailer, without giving me the slightest problem.

It was with the second that I tried its benefits for the first time in competition. The car ran superbly, although at first it had serious problems with the brakes overheating. In this sense, I remember that at the Sport de Oporto Grand Prix and despite Celso's efforts during training (NE: Celso Fernández, ENASA official tester that the factory had sent in support of Creus, as it was unable to prevent him from participating in the test), in the middle of the race I ran out of brakes at the end of the straight when I was going 220 km / h, with the luck of brushing against an iron column that crushed the front wing against the wheel, braking the car when it was heading straight against a wall.

[/ su_quote]

Cutline
Creus with Celso Fernández during the I Grand Prix of Porto,
in 1954 (Courtesy of Carles Bosch from DriverPhoto forum)

[your_quote]

The heat generated by the brake drums was such that when I got out of the car, the rubber boots on the cylinder heads were on fire. The problem was caused by the fact that the brake drums and shoes were built with such a quantity of material that it prevented the adequate dissipation of the heat generated by the violent and constant braking in the circuit, turning the brake drums into real furnaces. I solved this problem by removing the excess material and the car did not have problems of this type again.

My third Pegaso was a 2.8-powered Spider Touring that ENASA changed for the berlineta, on which I worked hard to make it a real racing car. I did not limit myself to acting on the brakes, as in the previous one, but I did an in-depth work that also extended to the body, the suspension, the carburettors (I even modified the body of its two Weber quadruple carburettors) and leaks. In 1956 ENASA changed my 2.8 engine to 3.2 liters.

As a result, I got the best car I have ever driven. With him I got to do incredible things: run one day on the Barajas slopes; then do the 2.300 km that separate Madrid from Spa at an average of 120 km / h; put it without more than a carburetion setting on the Spa-Francorchamps circuit and finish sixth in the 1.000 km at an average of 168 km / h, to return the next day to Madrid to attend my daughter's first communion. Please let me know if you know of any other cars that could or can match this feat. With no other car did I feel so comfortable and intimate and perhaps that is why I am so fond of it. "

[/ su_quote]

Cutline
At the wheel of the Pegaso Z-102 Spider Touring boat, at the III GP Nacional Sport de Barajas

[your_quote]

«Finally, I had for a few years the famous Pegaso Thrill that I used at the end of the 50s to travel to the circuits and daily in my work (I did more than 100.000 km). The car was also beautiful; when he stopped him, there was always a crowd of admirers.

I only found one major "downside" in the Pegasus: the layout. This was based on a two-breaker magnet (one per bed) that Bosch had made especially for Pegaso and that cost a fortune. Unfortunately, the opening of the breakers was frequently altered by the wear of the cams, unbalancing the entire engine.

Another point for improvement was the rear anchor of the De Dion bridge, which caused the power to push the car from that point, causing the car to "rock." If these pushers had been set in front, towards the center of the car, the power would have pulled the vehicle instead of pushing it, so its behavior would have been more neutral. In any case, it was a wonderful car that, had it been further developed, would have given us enormous satisfaction. ' [/ su_quote]

Cutline
A prototype Pegaso Sport pulled the trailer of the motorcycles of the
pilot interviewed throughout Europe (Source: «Pegasus Bible»)

- However, in the end "it went to the competition." Why?

[su_quote] «I sold the Pegaso Spider when I realized that no matter how hard I tried to turn it into a circuit car, it would never reach the performance of a machine specifically designed to win in this field, especially when ENASA had abandoned the project in 57 Z-102. To better illustrate this reasoning, it is enough to tell you that the first year I raced at Spa-Francorchamps with my Ferrari Monza I did it at an average of 186 km / h (18 km / h more on average than with the Pegaso). Of course, these machines also had serious drawbacks: they had to be towed to the circuits and, as I could see, they were much more delicate. " [/ su_quote]

Cutline
Antonio Creus travels through the Old Continent to race with his Ferrari 750 Monza, 1957 (Driver's archive)

Tell us about your participation with pure competition cars.

[su_quote] «As I mentioned, the first racing car was the Ferrari 750 Monza that I used during the 1957-1958 season. With him I ran several races: among them the GP Sport de Spa-Francorchamps, in which I went to a meadow full of cows avoiding another car that had lost control due to the rain; the 1.000 km of the Nürburgring together with Freddie Russel - recent winner of the 24 Hours of Le Mans - in which, as Fangio predicted, I broke shock absorbers at 4 hours. The Nürburgring was a very tough circuit for the shock absorbers due to its large concrete carrousel with expansion joints. And the Portuguese GP in which, after a duel with Nogueira's Porsche Spyder, I had to retire with a perforated piston. The truth is that the car ran very well and very well, but it was disturbingly fragile. In 1960 I managed to finish the 10 km of Buenos Aires 1.000th in a 3.000cc Ferrari Testarossa - at last I could see the checkered flag with Ferrari! »

[/ su_quote]

Cutline
At the controls of the Maserati 250F during the 1960 Argentine Grand Prix (Pilot file)

[your_quote]

“My first contact with Formula 1 was at the 1958 Syracuse GP, at the wheel of a Maserati F 250 D, one of the two units that was mounted with the engine off-center, to improve its aerodynamic profile. After staying at the top, I had an accident that forced me to retire near the end, when I was 4th. Already in the following year I raced several more times with the same car in Argentina: the Argentine GP, where I had to retire on lap 22 due to suffocation - I got intoxicated due to exhaust gases and high heat during the race - and the Prize of the City of Córdoba of F1, in which I classified 6th. The truth is that I never got to enjoy Formula 1.

While in sport cars I was comfortable, I was well aware that to get good classifications in the F-1 required an additional degree of insanity that, fortunately, I lacked. Those cars were something totally different from the rest of the cars, and also downright dangerous (NE: Very few F-1 pilots of that time escaped death on the track). It was too much, especially with the responsibilities of a family and my agricultural occupations on my shoulders. " [/ su_quote]

Cutline
At the 1957 Portuguese Grand Prix (Driver's File)

- What were for you the best Spanish drivers of the time?

[su_quote] «Godia was, without a doubt, one of the best. I was also very impressed by De Portago, with whom I met at a Porto GP who, by the way, won. Finally, although he is not very well known, Julio González Pola, whom I saw masterfully race with a Ferrari F-1 in one of the first Peña Rhin of the 40s. It was a shame that this magnificent driver left for America, where he continued racing with the Venezuelan team achieving many successes.

Celso Fernández, Julio Reh and Joaquín Palacios were doing very well with the Pegasos, but of course, they were pilots from the factory. Other good drivers that I remember were Romero Requejo and Bay. » [/ su_quote]

Cutline
Antonio Creus' generation of knight-pilots died together with Pegasus ...

- What are, in your opinion, the causes that led to the end of that era?

[su_quote] "I would dare to say that the aging without leaving succession of the litter of drivers that had started it, the stoppage of the manufacture of the Pegasus and the lack of new licenses to import sports cars." [/ su_quote]

- Did you keep running during the 60s?

[su_quote] «Partially satisfied with my passion for racing and taking advantage of my experience and my mechanical knowledge, during the following years I prepared engines and mechanical parts of national cars, such as Seat 600 and Renault-Alpine, and participated in quite a few races on hill and Spanish rallies (Almería, Alicante, Costa del Sol, Luis de Baviera Cup, etc) to try them out. But the truth is that, after having tested the horses by hundreds, those little racing cars meant nothing new to me. " [/ su_quote]

* This article is based on another published in the magazine
«Classic Motor» nº 40 - May 1991, by the same author.

** The source identified as "Pegasus Bible" corresponds
to the book «Ricart - Pegaso: The Passion of the Automobile»,
written by Carlos Mosquera and Enrique Coma-Cros.
  

Full-size images (1.280 px. Approx.)

 

  

 

What do you think?

1 Sweaters, Jerseys and Cardigans
Upvote Downvote
avatar photo

Written by sergio romagosa

Sergio Romagosa designed in 1988 the first special Spanish insurance for classic and vintage vehicles. Likewise, in 1996 he founded "La Escudería", the first Hispanic portal for lovers of historic vehicles. He made his hobby his profession, and in his garage we can find from a Lancia Gamma Coupé to a Morgan Three Wheeler. A recalcitrant optimist, for him our precious pots are a cultural heritage that must be preserved and defended as such.

Subscribe to the newsletter

Once a month in your mail.

Thanks a lot! Do not forget to confirm your subscription through the email that we have just sent you.

Something has gone wrong. Please try again.

60.2 kHappy fans
2.1 kFollowers
3.4 kFollowers
3.8 kFollowers